US3810452A - Engine spark timing system control - Google Patents

Engine spark timing system control Download PDF

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Publication number
US3810452A
US3810452A US00232808A US23280872A US3810452A US 3810452 A US3810452 A US 3810452A US 00232808 A US00232808 A US 00232808A US 23280872 A US23280872 A US 23280872A US 3810452 A US3810452 A US 3810452A
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US
United States
Prior art keywords
valve
vacuum
spark
servo
spark timing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
US00232808A
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English (en)
Inventor
T Morris
T Wu
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ford Motor Co
Original Assignee
Ford Motor Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ford Motor Co filed Critical Ford Motor Co
Priority to US00232808A priority Critical patent/US3810452A/en
Priority to CA160,028A priority patent/CA966189A/en
Priority to AU50929/73A priority patent/AU450228B2/en
Priority to GB767173A priority patent/GB1409141A/en
Priority to DE19732311474 priority patent/DE2311474A1/de
Priority to JP48026654A priority patent/JPS5754626B2/ja
Application granted granted Critical
Publication of US3810452A publication Critical patent/US3810452A/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P5/00—Advancing or retarding ignition; Control therefor
    • F02P5/04—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions
    • F02P5/05—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means
    • F02P5/10—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure
    • F02P5/103—Advancing or retarding ignition; Control therefor automatically, as a function of the working conditions of the engine or vehicle or of the atmospheric conditions using mechanical means dependent on fluid pressure in engine, e.g. combustion-air pressure dependent on the combustion-air pressure in engine
    • F02P5/106—Combustion-air pressure devices combined with other specific conditions

Definitions

  • This invention relates, in general, to an'engine spark timing system control. More particularly, it relates to one in which the ignition timing is temporarily advanced during accelerative modes of operation of the engine, instead of normally being retarded, as generally would be the case as called for by the level of spark port vacuum.
  • a still further object of the invention is to provide an engine spark timing control system as described above in which movement of the throttle valve to a predetermined position rotates a valve which in rotating progressively decreases the supply of spark port vacuum to the engine distributor servo actuator; while at the same time progressively increasing the amount of vacuum from a reservoir to the servo actuator to advance the ignition timing above its normal setting for a time period that will avoid engine backfiring by initiating engine combustion earlier than with conventional spark v timing control systems.
  • an engine spark timing control including a conduit normally connecting the spark port vacuum to the distributor servo actuator to normally advance the timing as a function of spark port vacuum changes; the control also including a valve that is operable in response to accelerative modes of operation of the engine to disconnect spark port vacuum from the servo means except for a predetermined bleed passage therebetwecn while connecting a separate source of vacuum to the distributor servo actuator that will temporarily advance the ignition timing setting to a level above that normally for a time controlled by a time delay device.
  • Another object of the invention is to provide an engine spark timing control as described above in which the movement of the throttle valve triggers an electrical control system to actuate a valve to connect a vacuum
  • FIG. 1 illustrates schematically an engine spark timing control system embodying the invention
  • F IGS. 2a and 2b are enlarged cross-sectional views of a modificationof a detail of FIG. I, and showing in different operative positions;
  • FIG. 3 is a cross-sectional view of a further modification of a detail of FIG. 1.
  • FIG. 1 shows, schematically, only those portions of an internal combustion engine that are normally associated with the engine spark timing system control; such as, for example, a carburetor 10, a distributor breaker plate 12, a vacuum servo 14 to control the movement of breaker plate 12, and a line 16 between the carburetor and vacuum servo to normally automaticaly change the engine spark timing setting as a function of changes in carburetor vacuum spark port setting.
  • a carburetor 10 a distributor breaker plate 12
  • a vacuum servo 14 to control the movement of breaker plate 12
  • a line 16 between the carburetor and vacuum servo to normally automaticaly change the engine spark timing setting as a function of changes in carburetor vacuum spark port setting.
  • carburetor 10 is shown as being of the downdraft, four-barrel (only two barrels shown) type having the usual primary and secondary air induction passages '17 andv l8. Included is an upper air horn section 19, an intermediate main body portion 20, and a throttle valve flange section 21. The three carburetor sections are secured together by suitable means, not shown, over an intake manifold indicated partially at 22 leading to the engine combustion chambers.
  • Main body portion 20 contains the usual air/fuel mixture induction passages having fresh air intakes at the air horn ends, and connected to manifold 22 at the opposite ends.
  • the passages are each formed with a main venturi section 23 containing a booster venturi 24 suitably mounted for cooperation therewith, by means not shown.
  • spark port 28 is provided at a point just above the idle position of throttle valve 25, to be traversed by the throttle valve during its opening part throttle movements. This will change the vacuum level in spark port 28 as a function of the rotative position of the throttle valve, the spark port reflecting essentially atmospheric pressure in the air inlet upon closure of the throttle valve.
  • the distributor includes a breaker plate 12 that is pivotably mounted at 30 on a stationary portion of the distributor and movable with respect to cam 32.
  • the latter has six peaks corresponding to the number of engine cylinders. Each peak cooperates with the follower 36 of a breaker point set 38 to make and break the spark connection in a known manner for each one-sixth, in this case, rotation of cam 32.
  • Pivotal movement of breaker plate 12 in a counterclockwise spark retard setting direction, or in a clockwise spark advance setting is provided by an actuator 40 slidably extending from vacuum servo l4.
  • Servo 14 may be of a conventional construction. It has a hollow housing 42 whose interior is divided into an atomspheric pressure chamber 44 and a vacuum chamber 46 by an annular flexible diaphragm 48. The diaphragm is fixedly secured to actuator 40, and is biased in a righward retard direction by a compression spring 50. Chamber 44 has an atmospheric or ambient pressure vent, not shown, while chamber 46 is connected to line 16. Line 16, in turn, contains a flow restricting orifice 52 that delays communication of change of the pressure level between the spark port 28 and servo chamber 46 in a manner that will become clear later.
  • spark port vacuum is adapted to be connected to servo chamber 46 through an alternate conduit or line 60 bypassing the flow restricting orifice 52.
  • Line 60 is controlled by a valve 62 that in an alternate down position blocks the line 16a from the spark port through the valve while connecting vacuum in a reservoir or accumulator 64 to the servo actuator chamber 46.
  • the carburetor induction passage 17 contains a manifold vacuum port 66 located below the closed position of the throttle valve25 so as to be sensitive to manifold vacuum changes at all times.
  • the port is connected by line 68 to the vacuum reservoir or accumulator 64 in turn connected by line 70 to the valve structure 62.
  • the latter contains a slidable valve 72 that is shown schematically and has a through port 74 and a number of blocked passages as indicated.
  • the valve 72 is connected to the armature ofa solenoid 76, and is normally biased to the position shown by a spring 78. Energization of the solenoid 76 will draw the valve downwardly to connect the through port 74 to the vacuum tank 64 and line 60, while blocking the' spark port vacuum line 16a.
  • the solenoid 76 is adapted to be energized when the secondary throttle valve 26 opens to a position indicative of heavy load or near wide open throttle operating conditions. That is, when the secondary throttle valve has moved, for example, lO open,
  • solenoid 76 In operation, with the engine running and the throttle valves in idle speed closed positions shown, solenoid 76 remains de-energized and the valve 62 is located in the position shown connecting spark port pressure level directly to the servo chamber 46 through line 16a bypassing the orifice 52. Accordingly, spring 50 will stroke the actuator 40 to condition the engine timing for a maximum retarded or lowest advance setting. Subsequent opening of the throttle valves for light vehicle accelerations will subject the spark port to the manifold vacuum in increasing amounts and slowly advance the ignition timing by drawing the diaphragm 48 to the left progressively. This is a conventional operation. Movement of the throttle valve to a closed position indicating engine decelerating operation again will subject the servo chamber 46 to essentially atmospheric pressure from the spark port and move the servo diaphragm 48 to set the timing for a maximum retard operation.
  • the higher than normal advance will begin to decay immediately by virtue of the orifice 52 communicating or bleeding the vacuum from the reservoir to the higher pressure level at the spark port. After a period of a few seconds, for example, the vacuum in chamber 46 will be at the same level as that at spark port 28. Actual period of delay, of course, will depend upon the size of the orifice 52 and also the level of the vacuum in the reservoir at the time of the connection of the reservoir to the servo chamber 46. 1f the acceleration occurs after an engine deceleration, the vacuum tank level may be quite high.
  • FIGS. 2a and 219 show a modification in which the valve 62 of FIG. 1 is operated in response to changes in intake manifold vacuum level. More particularly, the valve 62 of FIG. 1 is replaced by a valve body 62' having upper and lower caps and 92 threadedly engaging a main body portion 94. The latter has a central valve bore 96 in which is slidably mounted a spool'type valve'98. It has a pair of spaced lands 100 and 102 interconnected by a neck portion 104 of reduced diameter. The latter forms an annular flow chamber 106. I
  • the valve 98 controls the communication of spark port vacuum or vacuum from the reservoir or tank to the distributor.
  • the valve body is provided with three passages'intersecting the valve bore, passage 108 being connected to the vacuum reservoir or tank 64 shown in FIG. l, the passage 110 being con nected to servo chamber 46, passage 112 being connected to the carburetor spark port passage 28.
  • the passages 110 and 112 are further interconnected by a valve body passage 114 bypassing the valve around the backside thereof.
  • the latter passage is controlled by a second valve 116 having a T-shaped passage H8.
  • the lower portion 120 of passage 118 constitutes a flow restricting orifice comparable to the orifice 52 shown in FIG. 1.
  • the main valve 98 is. biased downwardly to the position shown in FIG. 2b by a spring 120 located in the upper portion of the vvalve body.
  • the spring is adapted to be adjusted insofar as preload is concerned by a screw type device 122 indicated.
  • the lower end of valve 98 is secured to an annular flexible diaphragm 124 adapted to be acted upon by intake manifold vacuum in a passage 126 connected thereto by an intersecting passage 128. Intake manifold vacuum of a level above the forceof spring 120 will move the valveto its upward position shown in FIG. 2a interconnecting the carburetor spark port line 112 to the servo chamber 46 line 110 directly, and also, of course, by way of the restriction 120. This corresponds to the first position of the valve 62 shown in FIG. 1.
  • the higher than normal spark timing setting will decay progressively until the level of vacuumin the tank 64 communicating with the spark port through the restricter 120 equals the rising-spark port vacuum. At this point, therefore, the engine spark timing setting will be returned to the level that would normally be obtained with a conventional construction. At this point, the danger of backfire previously described will have been eliminated.
  • FIG. 3 shows a further modification of the invention.
  • passage 144 intersected by a flow restricting passage 146 constituting an orifice.
  • This again corresponds essentially to the construction shown in FIGS. 1 and 2 with respect to the free and restricted passages 16 and 16 a therein.
  • the triangularly shaped valve provides three valve chambers 148, 150 and 152 that are adapted to selectively cooperate with passages 1154, 156 and 158.
  • Passage 154 again is connected to the servo chamber 46, passage 156 being connected to the carburetor spark port, and passage 158 being connected to the vacuum reservoir or tank 64.
  • the rotatable valve 142 is fixed to a lever 160 that is fixedly secured,- by means not shown, for rotation with the throttle valve. Accordingly, it will be seen that when the throttle valve lever 160 moves from the idle speed position 162 of the throttle valve to the wide open throttle position 164, the valve will have rotated essentially 90 and made the desired connection to temporarily advance the ignition timing by connecting vacuum tank vacuum to the servo chamber 46. Again, the restricter 146 will slowly bleed the tank vacuum until it reaches a level equivalent to that of the spark port vacuum. Temporary advance will then have been terminated.
  • the invention provides a relatively simple means of avoiding engine backfire during engine accelerations by temporarily advancing the ignition timing until the danger of backfiring is terminated, atwhich time the engine timing is returned to a conventional setting determined in accordance with changes in engine spark port vacuum.
  • control means including flow restricting means bypassing the conduit means for at times delaying communication of changes in pressure levels between the spark port and servo means.
  • a spark timing control as in claim 2 including a second conduit means connected between the vacuum reservoir and the servo means, and valve means between the conduit means movable to alternately connect the servo means to the first and second conduit means.
  • valve means comprising a rotatable valve, the throttle valve having a lever fixed thereto and to the rotatable valve whereby a predetermined rotative movement of the throttle valve moves'the rotatable valve to the alternate position.
  • valve means including a valve body having a cylindrical hollow interior rotatably mounting an essentially triangularly shaped control valve therein, the valve having a through port intersected by a flow restricting passage, the valve body having a first outlet port'connected to the servo means, a second outlet port connected to the first conduit means and to the spark port, and a third outlet port connected to the vacuum tank, the control valve being operatively fixed for rotation with the throttle valve so as to provide a progressive rotation thereof and so constructed and arranged whereby in an idle speed position of the throttle valve the control valve connects spark port vacuum to the servo means while blocking communication of reservoir vacuum to the servo means, and progressive movement of the throttle valve towards a wide open position progressively rotates the control valve to proportionally increase the connection of reservoir vacuum to the servo means while proportionally decreasing spark port pressure to the servo means except that spark port pressure communicated to the servo means through the flow restricting passage.
  • valve means being movable in response to intake manifold vacuum connected thereto to act thereon.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Ignition Timing (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
US00232808A 1972-03-08 1972-03-08 Engine spark timing system control Expired - Lifetime US3810452A (en)

Priority Applications (6)

Application Number Priority Date Filing Date Title
US00232808A US3810452A (en) 1972-03-08 1972-03-08 Engine spark timing system control
CA160,028A CA966189A (en) 1972-03-08 1972-12-28 Engine spark timing system control
AU50929/73A AU450228B2 (en) 1972-03-08 1973-01-10 Engine spark timing system control
GB767173A GB1409141A (en) 1972-03-08 1973-02-16 Internal combustion engines spark timing control
DE19732311474 DE2311474A1 (de) 1972-03-08 1973-03-08 Vorrichtung zur steuerung des zuendzeitpunktes bei einer brennkraftmaschine
JP48026654A JPS5754626B2 (ja) 1972-03-08 1973-03-08

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
US00232808A US3810452A (en) 1972-03-08 1972-03-08 Engine spark timing system control

Publications (1)

Publication Number Publication Date
US3810452A true US3810452A (en) 1974-05-14

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Family Applications (1)

Application Number Title Priority Date Filing Date
US00232808A Expired - Lifetime US3810452A (en) 1972-03-08 1972-03-08 Engine spark timing system control

Country Status (6)

Country Link
US (1) US3810452A (ja)
JP (1) JPS5754626B2 (ja)
AU (1) AU450228B2 (ja)
CA (1) CA966189A (ja)
DE (1) DE2311474A1 (ja)
GB (1) GB1409141A (ja)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3911880A (en) * 1973-10-30 1975-10-14 Ford Motor Co Spark delay device for internal combustion engine ignition timing
FR2373683A1 (fr) * 1976-12-13 1978-07-07 Toyo Kogyo Co Commande du reglage de l'allumage dans un moteur a combustion interne ayant un systeme d'alimentation du type a double admission
US4104998A (en) * 1975-04-25 1978-08-08 Chrysler Corporation Engine control system
US4274378A (en) * 1978-12-08 1981-06-23 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition control system for an internal combustion engine

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5119242A (en) * 1974-08-09 1976-02-16 Honda Motor Co Ltd Enjinniokeru tenkajikino seigyosochi
JPS52137539A (en) * 1976-05-14 1977-11-17 Toyota Motor Corp Ignition timing controller for automatic change gear loading vehicle
JPS52151418A (en) * 1976-06-11 1977-12-15 Nissan Motor Co Ltd Control system
JPS5824615B2 (ja) * 1976-12-10 1983-05-23 マツダ株式会社 エンジンの出力安定装置
DE3214276A1 (de) * 1982-04-19 1983-10-20 Johann 8908 Krumbach Gall Rechnergesteuerte zuendwinkel-einstellung fuer fremdgezuendete otto-motoren

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2698612A (en) * 1953-12-07 1955-01-04 William J Schaefer Automobile engine distributor unit regulator
US3521610A (en) * 1968-06-11 1970-07-28 Chrysler Corp Engine temperature control valve
US3596644A (en) * 1968-09-09 1971-08-03 Ford Motor Co Engine distributor spark advance system

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2698612A (en) * 1953-12-07 1955-01-04 William J Schaefer Automobile engine distributor unit regulator
US3521610A (en) * 1968-06-11 1970-07-28 Chrysler Corp Engine temperature control valve
US3596644A (en) * 1968-09-09 1971-08-03 Ford Motor Co Engine distributor spark advance system

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3911880A (en) * 1973-10-30 1975-10-14 Ford Motor Co Spark delay device for internal combustion engine ignition timing
US4104998A (en) * 1975-04-25 1978-08-08 Chrysler Corporation Engine control system
FR2373683A1 (fr) * 1976-12-13 1978-07-07 Toyo Kogyo Co Commande du reglage de l'allumage dans un moteur a combustion interne ayant un systeme d'alimentation du type a double admission
US4181105A (en) * 1976-12-13 1980-01-01 Toyo Kogyo Co., Ltd. Ignition timing control for internal combustion engine having a dual induction type intake system
US4274378A (en) * 1978-12-08 1981-06-23 Toyota Jidosha Kogyo Kabushiki Kaisha Ignition control system for an internal combustion engine

Also Published As

Publication number Publication date
JPS48103931A (ja) 1973-12-26
AU450228B2 (en) 1974-07-04
AU5092973A (en) 1974-07-04
CA966189A (en) 1975-04-15
GB1409141A (en) 1975-10-08
JPS5754626B2 (ja) 1982-11-19
DE2311474A1 (de) 1973-09-13

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